#439 build thread

I’m starting with the lowest wastegate spring pressure (2-3psi) just to get her home and give me time to tune with limited boost. I hope to run around 8-10psi eventually. I will keep it wherever it seems happy though… not trying to make the head gaskets give up… or worse!


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You'll most likely have to do head gaskets eventually. The factory bolts will stretch and the gasket will let go. You could pre-emptively replace the factory head bolts with ARPs and perhaps avoid that.

All of the hard parts are tough, though.

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commonly heard in the diesel world is doing 1 head stud at a time in the torque sequence to avoid pulling the heads. maybe worth a shot for some added insurance. Fairly involved as the turbo kit would have to come off.
 
FlatOut said:
commonly heard in the diesel world is doing 1 head stud at a time in the torque sequence to avoid pulling the heads. maybe worth a shot for some added insurance. Fairly involved as the turbo kit would have to come off.
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That's what I was thinking... may not be the best way, but if done 1 at a time maybe it would be fine. :cautious:
 
SHE LIVES!!! Been going nonstop all day, but picked up “Bettie” and she’s running great so far. Made the 2 hours drive back home from the builder with zero issues. Got in some auto-tune time on the drive just because, but so far Stinger’s base tune is doing well. Have the smallest gate spring I can run (2-4psi) and seeing 3psi at 50% throttle at 11.6-12.0afr. Once o get more time with the tune I’ll giver the beans and eventually move up the boost pressure.

Even at 3psi and 50% throttle it’s a very noticeable difference in power… this will get me in trouble soon I feel like!

I hope this quick video loads correctly of quick pull making boost.

https://imgur.com/a/vpQE4UJ


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Finally got the courage to make a WOT pull last night and saw 4psi... spun through 2nd gear and felt great! Should have data logged it, but I didn't have the PC plugged in and it was an itch I just had to scratch! ;)

Overall I can't say enough good things about my builder, Walker Morgan of Morgan Performance & Fabrication... considering this was a complete custom build on a vehicle he's never tackled before and he's a very busy man, he stuck to the timeline well. It did go over budget some, but his labor rates went up from his initial estimate a year ago as well as materials costs... and honestly I could care less! I've waited 24 years for this and his work and attention to details were higher than I ever thought I'd have access too... plus I'm a big supporter of "buy once, cry once" for a job that is worth the money.

Now I'm patiently waiting for wheels to be widened by Weldcraft so I can send them to Mirror Finish Polishing, and then get some stickier Nitto 305/45/17 drag radials under this thing! I'll keep updating this thread as progress continues. With that said 1.5" spacers seem to be the perfect amount for a flush fitment.
Before

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After

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Now this isn't to be a wet blanket, but just to prepare you... I blew through the transmission and the rear end pretty quickly after I went turbo. Seems all that extra torque can stress things out a bit.
 
We don’t don’t need that kinda negativity here sir! But yeah… I feel like eventually a transmission upgrade will be needed.


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I added a custom field for dollars per second. Lol
 

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FlatOut said:
lets get some final kit photos.
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Really not much different what what I’ve already posted. I haven’t mentioned that we used a Banks 4” turbo back exhaust kit for a 92-96 F-250 Powerstroke because I wanted 4” exhaust all the way over the axle. It fit surprisingly well, just shortened the hangers a bit to tuck it some more. Sounds really good and has a deep tone with zero drone inside at highway speeds. TBH it’s a hit louder than I anticipated given the huge muffler. I wasn’t a fan of the 5” chrome tip so I swapped it for a matte black angle tip and I’m much happier with it now.

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